US20220340118A1 - Braking system for a vehicle - Google Patents

Braking system for a vehicle Download PDF

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Publication number
US20220340118A1
US20220340118A1 US17/726,737 US202217726737A US2022340118A1 US 20220340118 A1 US20220340118 A1 US 20220340118A1 US 202217726737 A US202217726737 A US 202217726737A US 2022340118 A1 US2022340118 A1 US 2022340118A1
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United States
Prior art keywords
unit
control unit
power supply
brake actuator
braking system
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Pending
Application number
US17/726,737
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English (en)
Inventor
Manfred Meyer
Nicholas Alford
Roman Bechmann
Andreas Marx
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ZF Active Safety GmbH
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ZF Active Safety GmbH
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Publication date
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Assigned to ZF ACTIVE SAFETY GMBH reassignment ZF ACTIVE SAFETY GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ALFORD, NICHOLAS, MEYER, MANFRED, Bechmann, Roman, MARX, ANDREAS
Publication of US20220340118A1 publication Critical patent/US20220340118A1/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits

Definitions

  • the disclosure relates to a braking system for a vehicle having at least four breakable wheels.
  • the braking system comprises at least four brake actuator units, each of which can be associated with one of the wheels of the vehicle, and a first electronic control unit.
  • a first control unit can be designed to implement what is known as a brake-by-wire operation.
  • a brake pedal is used to simply take a braking request from a driver of the vehicle.
  • individual brake actuator units are then activated by the first electronic control unit. There is no mechanical connection between the brake pedal and the brake actuator units.
  • first control units can be designed to activate the brake actuator units in an automated manner, i.e. without the brake pedal being actuated for this purpose.
  • Driver assistance systems for example adaptive cruise control or an emergency brake assistant, can thus be implemented by such first control units. In this context, this can also be referred to as partially autonomous and autonomous operation of the vehicle.
  • a braking system is a safety-relevant device of a vehicle, usually at least certain components or functions are designed redundantly within a braking system so that the braking system can work reliably even if a malfunction or a defect occurs. In other words, redundancies are provided within a braking system in order to achieve a high level of operational reliability.
  • a problem sought to be addressed by exemplary arrangements of the disclosure are further improving known braking systems.
  • a braking system is to be provided which has a high level of operational reliability even in the case of an autonomous or partially autonomous operation of an associated vehicle.
  • each brake actuator unit has its own signal line via which a relevant brake actuator unit is connected in terms of signaling to the first control unit and the second control unit, so that each of the brake actuator units can be actuated both by the first control unit and by the second control unit.
  • the braking system is thus designed to be redundant with regard to the electronic control units. This means that even if one of the electronic control units fails, all of the brake actuator units can be operated reliably. Thus, even in such a case, a full braking power can be provided. This applies regardless of whether the braking system is actuated by actuation of a brake pedal or in an automated manner, i.e. in an autonomous or partially autonomous driving mode.
  • Such a braking system is also referred to as “fail operational” because it is substantially fully functional even in the event of a fault.
  • a brake actuator unit fads in a braking system according to the disclosure, it is obviously no longer available to provide a braking effect. Overall, however, the remaining at least three brake actuator units can usually provide approximately 70% of the braking power that is available in fault-free operation.
  • the braking system comprises a first power supply unit and a second power supply unit, the power supply units being independent of one another.
  • the braking system is therefore also designed to be redundant with regard to the power supply. This arrangement leads to a particularly high level of operational reliability, since the braking system is still ready for use in the case of a defect in one of the power supply units.
  • a first subset of the brake actuator units can be coupled to the first power supply unit for the supply of power and a second subset of the brake actuator units can be coupled to the second power supply unit for the supply of power.
  • the first subset and the second subset are free of intersections. Thus, even if one of the power supply units fails, at least a subset of the brake actuator units is available for braking.
  • each of the brake actuator units can optionally be coupled to the first power supply unit and to the second power supply unit for the supply of power.
  • Each brake actuator unit can therefore be supplied with power by the first power supply unit or by the second power supply unit. If one of the two power supply units fails, all the brake actuator units can still be supplied with power. Such a braking system can consequently be operated with high reliability.
  • first control unit and/or the second control unit can optionally be coupled to the first power supply unit and to the second power supply unit for the supply of power. Consequently, in one exemplary arrangement, the first control unit and/or the second control unit can optionally be supplied with power by the first power supply unit or by the second power supply unit. If one of the two power supply units fans, the control units can still be supplied with power. The braking system thus operates particularly reliably.
  • the first control unit is coupled to a first power supply switch for the supply of power, the first power supply switch connecting the first control unit to the first power supply unit in a first switching position and connecting the first control unit to the second power supply unit in a second switching position.
  • the second control unit is coupled to a second power supply switch for the supply of power, the second power supply switch connecting the second control unit to the first power supply unit in a first switching position and connecting the second control unit to the second power supply unit in a second switching position.
  • each of the brake actuator units is coupled to a first power supply switch or a second power supply switch for the supply of power, the first power switch connecting the relevant brake actuator unit to the first power supply unit in a first switching position and connecting the relevant brake actuator unit to the second power supply unit in a second switching position, and the second power supply switch connecting the relevant brake actuator unit to the first power supply unit in a first switching position and connecting the relevant brake actuator unit to the second power supply unit in a second switching position.
  • the first control unit, the second control unit and all the brake actuator units can optionally be supplied with power by one of the two power supply units.
  • the power supply switches make it possible for both control units as well as all the brake actuator units to be supplied with power even in cases where one of the power supply units has failed. Even in the event of a defect in one of the power supply units, the full performance range of the braking system is still available. In particular, the redundancy of the control units is maintained even if one of the power supply units fails.
  • Each of the brake actuator units advantageously comprises an electromechanical brake actuator.
  • brake actuator units are often referred to as an EMB (electromechanical brake).
  • the EMBs generally comprise an electric motor that is coupled to a spindle drive. In this way, brake pads can be applied to an associated brake disk by operation of the spindle drive in order to brake an associated wheel.
  • electromechanical brake actuators do not use hydraulic fluid, they are often also referred to as dry brake actuators.
  • Such brake actuators are particularly well suited for use in a brake-by-wire system or in a brake-by-wire operation. Such actuators have a long service life and can be easily installed on an associated vehicle, since they essentially only have to be connected to a power supply and a control unit.
  • a brake actuation unit can be provided which is coupled in terms of signaling both to the first control unit and to the second control unit, in particular with the brake actuation unit comprising a brake pedal.
  • a brake actuation unit is used to detect a driver's request.
  • the actuation unit could therefore also be referred to as a driver's request detection unit.
  • the brake actuation unit comprises sensors for detecting the driver's request, for example a pedal force sensor or a pedal position sensor.
  • the brake actuation unit can also comprise a so-called pedal simulator, which is an assembly that is designed to generate a restoring force on the brake pedal.
  • the actuation unit is coupled to the two control units via separate signal lines in each case.
  • the first control unit and the second control unit are coupled to the signal lines of the brake actuator units via at least one gateway.
  • a gateway refers to a hardware and/or software component that establishes a connection between two systems. This implies that the forwarded data are processed. This means that the necessary control signals can be provided to the brake actuator units in a desired form with a high degree of reliability.
  • t]he braking system comprises at least two gateways. This means that the braking system is also designed to be redundant with regard to the gateways.
  • a first gateway can be coupled to a first subset of the brake actuator units and a second gateway can be coupled to a second subset of the brake actuator units.
  • the two subsets are free of intersections.
  • one of the gateways can be arranged in the region of the first electronic control unit and the second gateway can be arranged in the region of the second electronic control unit.
  • one of the gateways is arranged so as to be adjacent to or integrated into the first electronic control unit. The same applies to the second gateway.
  • the first control unit and the second control unit can be arranged so as to be adjacent to or at a distance from one another.
  • the braking system can thus be mounted relatively flexibly in an existing installation space of an associated vehicle. Regardless of the positioning of the control units, their functional independence is of course maintained.
  • one of the signal lines is a bus line.
  • the braking system can be designed in a structurally simple manner. In particular, the cost of cabling is kept low.
  • the first control unit and/or the second control unit can be or is coupled in terms of signaling to a steering actuator unit, so that the steering actuator unit can be actuated by the first control unit and/or by the second control unit.
  • the first control unit and/or the second control unit are thus used both to actuate the brake actuator units and to actuate a steering actuator unit.
  • the first control unit and/or the second control unit is therefore a combined control unit for a braking system and a steering system.
  • at least one control unit can be dispensed with as a result of such a structure. All in all, this results in a comparatively simple and thus cost-effective structure.
  • the braking system according to the disclosure is of course also a steering system at the same time. The disclosure is thus equally directed to a steering system.
  • such a system can be referred to as a combined steering and braking system. More generally speaking, it can also be referred to as a direction control system or DOC system (digital direction control).
  • DOC system digital direction control
  • steering actuator unit is coupled to both control units, there is also redundancy with regard to the actuation of the steering actuator unit.
  • a steering actuator unit is understood to mean any actuator unit of a steering system.
  • the steering actuator unit can be a steering drive unit that can be associated with a front axle or a feedback unit that can be associated with a steering wheel.
  • a steering drive unit that can be associated with a front axle is also referred to as an FAA (front axle actuator) and a feedback unit that can be associated with a steering wheel is also referred to as an HWA (hand wheel actuator).
  • FAA front axle actuator
  • HWA hand wheel actuator
  • a steering actuation unit may be coupled in terms of signaling to both the first control unit and the second control unit.
  • the steering actuation unit comprises a steering wheel.
  • the steering actuation unit is thus redundantly coupled to the control units. This is particularly advantageous when it is a matter of steer-by-wire steering, that is to say when there is no mechanical connection between the steering wheel, i.e. steering actuation unit, and the wheels to be steered.
  • the coupling of the steering actuation unit is also highly reliable.
  • At least one driving state sensor can also be coupled in terms of signaling to both the first control unit and the second control unit.
  • the braking system can thus be operated on the basis of driving states detected by sensors.
  • the driving state sensors also comprise sensors that detect the surroundings of the vehicle.
  • the braking system can thus be used in a partially autonomous or autonomous operation of the vehicle.
  • FIG. 1 shows a braking system according to the disclosure in a schematic circuit diagram
  • FIG. 2 is a simplified view of a variant of the braking system from FIG. 1 and
  • FIG. 3 shows a further variant of the braking system according to the disclosure, which is specially designed for use in autonomously or partially autonomously operated vehicles.
  • FIG. 1 shows a braking system 10 for a vehicle having a total of four brakable wheels.
  • the braking system 10 therefore comprises a total of four brake actuator units 12 a , 12 b , 12 c , 12 d , each of which is associated with one of the wheels of the vehicle (not shown in detail).
  • the brake actuator unit 12 a is associated with a front-left wheel.
  • the brake actuator unit 12 b is associated with a front-right wheel.
  • the brake actuator unit 12 c is associated with a rear-left wheel and the brake actuator unit 12 d is associated with a rear-right wheel.
  • the brake actuator units 12 a , 12 b , 12 c , 12 d are constructed identically.
  • Each of the brake actuator units 12 a , 12 b , 12 c , 12 d comprises an electromechanical brake actuator 14 a , 14 b , 14 c , 14 d , which comprises an electric motor (not shown in detail) having a spindle drive.
  • a brake pad coupled to the spindle drive can thus be applied to an associated brake disk 16 a , 16 b , 16 c , 16 d , thus producing a braking effect.
  • each of the brake actuator units 12 a , 12 b , 12 c , 12 d is equipped with its own controller 18 a , 18 b , 18 c , 18 d , which is used to control the respectively associated electromechanical brake actuator 14 a , 14 b , 14 c , 14 d.
  • each of the brake actuator units 12 a , 12 b , 12 c , 12 d has a position sensor 20 a , 20 b , 20 c , 20 d by which, for example, a position of the electromechanical brake actuator 14 a , 14 b , 14 c , 14 d can be detected.
  • a rotational speed sensor 22 a , 22 b , 22 c , 22 d is provided in each of the brake actuator units 12 a , 12 b , 12 c , 12 d , by which a rotational speed of the wheel associated with the relevant brake actuator unit 12 a , 12 b , 12 c , 12 d can be detected.
  • the position sensors 20 a , 20 b , 20 c , 20 d and the rotational speed sensors 22 a , 22 b , 22 c , 22 d are each connected in terms of signaling to their associated controllers 18 a , 18 b , 18 c , 18 d.
  • the braking system 10 also has a first electronic control unit 24 and a second electronic control unit 26 .
  • the first electronic control unit 24 and the second electronic control unit 26 are positioned at a certain distance from one another on the vehicle. More precisely, the control unit 24 is arranged in a front region of the vehicle and the control unit 26 is arranged in a rear region, but this is not intended to be limiting.
  • a first gateway 28 is provided adjacent to the first control unit 24 and a second gateway 30 is provided adjacent to the second control unit 26 .
  • the controller 18 a is coupled to the first gateway 28 via a signal line 32 .
  • the first gateway 28 is in turn connected in terms of signaling to the first control unit 24 .
  • a signal line 34 extends from the first gateway 28 to the second control unit 26 .
  • the controller 18 a and thus the brake actuator unit 12 a are thus connected in terms of signaling via separate signal lines 32 , 34 to both the first control unit 24 and the second control unit 26 .
  • the brake actuator unit 12 a can therefore be actuated by the first control unit 24 and by the second control unit 26 .
  • the controller 18 b is coupled via a signal line 36 to the first gateway 28 , which in turn is connected to the first control unit 24 .
  • the first gateway 28 is connected in terms of signaling to the second control unit 26 via a signal line 38 .
  • the controller 18 b and thus the brake actuator unit 12 b are therefore also connected in terms of signaling via separate signal lines 36 , 38 both to the first control unit 24 and to the second control unit 26 .
  • the brake actuator unit 12 b can thus be actuated by the first control unit 24 and by the second control unit 26 .
  • the controller 18 c is connected to the second gateway 30 via a signal line 40 .
  • the second gateway 30 is in turn coupled to the second control unit 26 .
  • the second gateway 30 is connected in terms of signaling to the first control unit 24 via a signal line 42 .
  • controller 18 c and thus the brake actuator unit 12 c are connected in terms of signaling via separate signal lines 40 , 42 both to the first control unit 24 and to the second control unit 26 .
  • the brake actuator unit 12 c can be actuated by the first control unit 24 and by the second control unit 26 .
  • controller 18 d is connected to the second gateway 30 via a signal line 44 .
  • the second gateway 30 is connected to the second control unit 26 .
  • the second gateway 30 is connected to the first control unit 24 via a signal line 46 .
  • controller 18 d and thus the brake actuator unit 12 d are also connected in terms of signaling via separate signal lines 44 , 46 both to the first control unit 24 and to the second control unit 26 .
  • the brake actuator unit 12 d can thus be actuated by the first control unit 24 and by the second control unit 26 .
  • the braking system 10 further comprises a brake actuation unit 48 .
  • the brake actuation unit 48 has a brake pedal 50 which can be actuated by a driver of the vehicle and which interacts with a simulator unit 52 .
  • the simulator unit 52 is used to generate a restoring force on the brake pedal 50 .
  • a total of two pedal displacement sensors 54 , 56 and a total of two pedal force sensors 58 , 60 are provided within the brake actuation unit 48 .
  • the pedal displacement sensors 54 , 56 are designed to each detect an actuation displacement of the brake pedal 50 .
  • the pedal force sensors 58 , 60 permit an actuation force on the brake pedal 50 to be detected in each case.
  • the brake actuation unit 48 is connected in terms of signaling to the first control unit 24 via a signal line 62 and to the second control unit 26 via a signal line 64 .
  • a signal generated by the brake actuation unit 48 which represents a drivers request, can therefore be taken into account in both the first control unit 24 and the second control unit 26 .
  • the braking system 10 also comprises a parking brake switch 66 which is coupled to the first control unit 24 via a signal line 68 and to the second control unit 26 via a signal line 70 .
  • the first control unit 24 can also be coupled to further control devices of the vehicle via a signal line 72 .
  • sensor values relating to the driving state are communicated to the first control unit 24 via the signal line 72 .
  • These relate e.g., to characteristic values of the driving dynamics such as a yaw rate.
  • the second control unit 26 can be coupled to further control devices of the vehicle via a signal line 74 .
  • sensor values relating to the driving state are communicated to the second control unit 26 via the signal line 74 , and these values can be the same as those already mentioned in connection with the first control unit 24 .
  • Two mutually independent power supply units are provided for supplying power to the braking system 10 .
  • a supply of power by a first power supply unit 76 is symbolized by dash-dotted arrows.
  • a supply of power by a second power supply unit 78 is symbolized by means of dashed arrows.
  • a first power supply switch 80 and a second power supply switch 82 are also provided.
  • Both power supply switches 80 , 82 are connected on the input side to both the first power supply unit 76 and to the second power supply unit 78 .
  • the first control unit 24 , the first gateway 28 , the brake actuator unit 12 a and the brake actuator unit 12 b are connected to the first power supply switch 80 .
  • the first power supply switch 80 connects the first control unit 24 , the first gateway 28 and the brake actuator units 12 a , 12 b to the first power supply unit 76 in a first switching position and to the second power supply unit 78 in a second switching position.
  • the second control unit 26 , the second gateway 30 , the brake actuator unit 12 c and the brake actuator unit 12 d are connected on the output side to the second power supply switch 82 .
  • the second power supply switch 82 connects the second control unit 26 , the second gateway 30 and the brake actuator units 12 c , 12 d to the first power supply unit 76 in a first switching position and to the second power supply unit 78 in a second switching position.
  • the brake actuation unit 48 is coupled both to the first power supply unit 76 and to the second power supply unit 78 .
  • the first control unit 24 is not only designed to actuate the brake actuator units 12 a , 12 b , 12 c , 12 d , but is also coupled to a steering actuator unit 86 via a signal line 84 .
  • the second control unit 26 is also coupled to the steering actuator unit 86 via a signal line 88 .
  • the steering actuator unit 86 can thus be actuated by the first control unit 24 and/or by the second control unit 26 .
  • the steering actuator unit 86 is a steering drive unit that can be associated with a front axle.
  • the steering actuator unit 86 is a feedback unit that can be associated with a steering wheel.
  • the first control unit 24 is also coupled via a signal line 90 to a steering actuation unit 92 , which comprises a steering wheel 93 .
  • the steering actuation unit 92 is likewise coupled to the second control unit 26 via a signal line 94 .
  • the steering actuator unit 86 and the steering actuation unit 92 are both redundantly connected to the two power supply units 76 , 78 .
  • the braking system 10 shown in FIG. 1 is therefore a combined steering and braking system. It can also be referred to as a steering system, provided the appropriate components are available.
  • the brake actuator units 12 a , 12 b , 12 c , 12 d and the steering actuator unit 86 are actuated by the first control unit 24 and/or the second control unit 26 .
  • Signals generated by the brake actuation unit 48 and/or by the steering actuation unit 92 can be taken into account if this is necessary for the current driving operation of the associated vehicle.
  • control units 24 , 26 can receive characteristic values and parameters from other controllers of the vehicle as well as sensor values detected by driving state sensors via the signal lines 72 , 74 and take these into account when operating the brake actuator units 12 a , 12 b , 12 c , 12 d as well as the steering actuator unit 86 .
  • one of the control units 24 , 26 can fail.
  • the braking system 10 works with the remaining three functional brake actuator units 12 a , 12 b , 12 c , 12 d and in this way can provide a braking power of approximately 70% compared to normal operation.
  • the vehicle can be steered by selective braking interventions by the brake actuator units 12 a , 12 b , 12 c , 12 d .
  • a steering function can therefore also be provided in this case.
  • FIG. 2 shows a variant of the braking system 10 . In the following, only the differences from the arrangement in FIG. 1 will be discussed.
  • the signal lines 32 , 34 , 36 , 38 , 40 , 42 , 44 , 46 are now combined to form a bus system, which is designated by 96 as a whole.
  • the first control unit 24 is only coupled to the first power supply unit 76 and the second control unit 26 is only coupled to the second power supply unit 78 .
  • the brake actuator units 12 a , 12 b , 12 c , 12 d are now subdivided into two subsets, with a first subset comprising the brake actuator units 12 a and 12 d being coupled only to the first power supply unit 76 .
  • a second subset which comprises the brake actuator units 12 b and 12 c ; is only coupled to the second power supply unit 78 .
  • Both the variant from FIG. 1 and the variant from FIG. 2 comprise a brake actuation unit 48 and a steering actuation unit 92 ; however, this is optional.
  • the braking system 10 can be used exclusively in combination with an autonomous or partially autonomous driving mode of an associated vehicle.
  • FIG. 3 A variant of the braking system 10 from FIG. 2 which does not require a brake actuation unit 48 or a steering actuation unit 92 is shown in FIG. 3 .
  • braking systems 10 which are designed as combined braking and steering systems.
  • the components relating to the steering system, in particular the steering actuator unit 86 and the steering actuation unit 92 are to be regarded as optional.
  • the braking system 10 can therefore also be designed as a pure braking system.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
US17/726,737 2021-04-23 2022-04-22 Braking system for a vehicle Pending US20220340118A1 (en)

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DE102021110472.6 2021-04-23
DE102021110472.6A DE102021110472A1 (de) 2021-04-23 2021-04-23 Bremssystem für ein Fahrzeug

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230192048A1 (en) * 2021-12-21 2023-06-22 Hyundai Motor Company Apparatus for electrical braking with fail safe function

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117284259B (zh) * 2023-11-24 2024-02-27 宁波赛福汽车制动有限公司 一种车辆制动控制系统和车辆

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Publication number Priority date Publication date Assignee Title
US10501063B2 (en) 2016-08-29 2019-12-10 GM Global Technology Operations LLC Brake-by-wire system
AT522041B1 (de) 2018-11-12 2020-11-15 Greenbrakes Gmbh Fahrzeugkomponente

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230192048A1 (en) * 2021-12-21 2023-06-22 Hyundai Motor Company Apparatus for electrical braking with fail safe function
US11866026B2 (en) * 2021-12-21 2024-01-09 Hyundai Motor Company Apparatus for electrical braking with fail safe function

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DE102021110472A1 (de) 2022-10-27

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